Simplex train control



Nov; 23 {1926.

A. I RUTHVEN SIMPLEX TRAIN CONTROL after new .lfM. W 1 ME v t 7 H m a T Q. U I a .m R L a w A/4 m m m t w s d k e m. 5 6w F Nov. 23 1926.

A. L. RUTHVEN S IMPLEX TRAIN CONTROL id km;

Filed Sept. 27. 1923 5 Sheets -Shoet 2 A L FiuTHvEN,

Nov. 23 1926. v 1,608,186

, A. L. RUTHVEVN SIMPLEX TRAI'N CONTROL ile p 27. 1923 s sheets-shut, 's

FIG

I A L.RUTH\/EN,

M 9. %1,M,M

Nov. 23 1926.

. A. L. RUTHVEN SIMPLEX TRAIN CONTROL Nov. 23 1926. 1,608,186

A. L. RUTHVEN SIMPLEX TRAIN CONTROL /f Sept-1 7;; 1923 5 Sheets-Shoot 5 FIG.

s I I attorney Patented Nov. 23, 1926.

UNITED STATES PATENT orrics.

ALFRED L. RUTHVEN, OF ROGERS-TEE, EEEV YGBK, ASSIGNOR TO UNION. SIMPLEX TRAIN CONTROL CO., INC, OF R CHESTER, NEFT YORK, A CGREORATION OF DELA- WARE.

, SIMELEX TRAIN CONTROL.

- Application filed September 27, 1923. Serial IEO. 865,200.

The present invention relates to. train controlling apparatus, andaimsto provide novel improvements in suchnpparatus to enhance the utility and efficiency thereof.

The primary object of the invention is the provision of a novel trip mechanism including cooperable trip members on the track and vehicle, and means controlled by the vehicle-carried trip member for obtaining different conditions of vehicle control in a desirable, eflicient and practical manner. i

Another object is the provision of such apparatus including ramp means for obtaining caution and danger conditions in the vehicle equipment, requiring restricted speed of the vehicle under such conditions,

in combination with means for clearing the vehicle equipment and removing the speed restriction when the track device at a control station is set accordingly. r

A' further object is the provision of a novel and improved tripping device to be used on the track and operated by the locomotive or vehicle under the control of the wayside signal apparatus or circuits, whereby the practical and efficient operation of the trip mechanism is assured, without being interfered with by ice, sleet, dirt, water or other foreign matter.

A still further object is the provision of a tripping device including novel means for actuating and controlling the tripping member and for mounting same torv movement to and from active position.

It is also an object of the invention to improve the apparatus generally in its construction and details, to enhance the utility and efiiciency thereof.

it-h the foregoing andother objects in view, which will be apparent as the description proceeds. the invention resides in the construction and arrangement of parts, as hereinafter described and claimed, being understood that changes can be made with in the scope of what is claimed, without departing from the spirit of the invention.

The invention is illustrated in the accompanying drawinas, wherein- I Figure .1 is a iagramc atical view of spective.

apparatus, showing thetrack device in per- Fig. 2 is a vertical section of the track device taken substantially on'the line 2-2 of Fig. 1. r r

Fig. 3 is an end view of thetrackdevice.

Fig. 4 is a horizontal sect-ion on the line 4t of Fig. 2.

Fig. 5 is a section onthe line 55 of Fig.6.

Fig. 6 is an enlarged section on the line 66 of Fig. 2.

Fig. 7 is a sectional view of the responsive trip device, one half being insection on the line 7%? otFig. 8 and the other haltbeing in. section on the line 7"7 of Fig-8.

Fig. 8 isasection on the line 88 of Fig. 7'.

Fig. '9 is a diagrammatical view showing a pair of the responsive trip devices for opposite sides of the vehicle and track to take care of travel in reverse directions.

Fig. 10 is a perspective view of a moth-- tied track device, showing the. responsive trip device in dia rann Fig. 11 is a section-011 the line 11 -11 of Fig. 10.

Fig. 12 is a sectionaldiagrammatical view of a pneumatic responsive trip device.

Normal running circuit.

or other source of electrical energy the magnet '15, a movable contact brush or blade 16 carried by the. centrifugal speed control governor 17, a conductor 18, a switch 20, a

conductor 21, a switch 22, and conductor 27. The opening of either switch will open, the circu t, and will serve as well; the

accidental breaking or shorting of the circuit, to deenergize the mag-net 1'5 and apply the brakes. w

and 29 under such caution control circuit, allotted speed is exceeded, thereby deener- The switches and are carried by and insulated from the respective switches 28 the influence of the corresponding electroanagnet-s 30 and 31, which, when energized, hold said switches closed.

The magnets 30 and '31 are in separate normally closed circuits controlled by the responsive trip device 23 which has an oscillatory disk provided with the switch segments 32 and 35 engaged by the respective contacts 25 and 26.

The circuit of the magnet includes the generator 14, conductor 27, disk 24, segl'nent 32, contact 25, conductor 33, magnet 30, switch 28' and conductor 34, and the opening of the circuit between the segment 32 and contact 25 will deenergize the magnet 30; This will. permitthe switches 20 and 28 to drop open, and the switch 28having been released cannot be reclosed unless the circuit oi the" magnet 30 is completed through some other channel. The switch 20 beingopened will establish caution con- ,clitions, as will hereinafter more fully appear; V i p The circuitot the magnet 31 includes the generator 14, conductor 27, disk 24-, segment contact 26, conductor 36, niagnet l,

switch 29 and conductor 34, whereby the opening of the circuit between the segment 35 and contact 26' will deenergize "themagnet 31 and permit the switches and 29 to drop open. The switch 29 having moved open will prevent the SWltClT-flOlll being;- reclosed unless thecircuitott the, magnet 31 is completed through some'other connection, thereby keeping the s itch 22 open, which obtains danger vehicle conditions, as will hereinafter more fully appear.

Caution speed control circuit.

The deen'ergization' ot the iaution magnet 'the ina 'net 15 now includes the enerator x z: a p e, '14, magnet 1n, brush 16, a caution contact strip 37 arranged to heuengagedi by the brush 16 when the vehicle is' travelling below a predeterminedspeed (say from fifteen to thirty miles an hour), conductor 38, conductor 21 (conductor 18 and switchl being shunted by the contact strip 37 and conrluctor 38), switch 22, and conductor 27.

n th, that the om, to open when the The strip 37 is oligsuch a le brush 16 will be removedther gizine the magnet 15 to apply the brakes. Caution speed control therefore obtains when the switch 20 is open, compelling the completion of the circuit by Way of the caution control contact strip 37 ofthe speed control device. The governor 17 is operated from a wheel or other movable member, for rotating the governor aecordingto the speed of the vehicledand for raisingthc brush 16 in accordance with thespecd. If the permissive speed of the vehicle, under such cantion conditions, is exceeded, the brush 16 will be lifted off the contactst'rip 37 so as to open the circuit of the magnet 1.5 and to apply the brakes until the speed is'reduced andthe brush 16 is returned to the strip 37.

Danger speed control circuit.

A more reduced: speed is required under danger conditions than under caution con ditions, and the train must first be brought to a stop before it can proceed, after a clanger indication is received by the vehicle d'uctor 2'11. llhuswhen thevehicle has come to a stop, withtthe brush 16 engaging the contact 40, and the'engineer, or inotorinan holds theswiteh 1% closed, the circuit of the magnet 15 is completed, to energize the magnet-15 and release the brakes. 41st is also energized, thereby attracting the switch 43 to which the conductor 41 is con nected, and moving the switch against the contact 48 to change the circuit connections and to permit the train to proceed at a slow speed under danger conditions, The danger speed control circuit, afterthelifting ofthe switch 3,"now includes the generator, 14;,

The magnet l i magnet 15, brush 16, a, danger speed control 7 contact strip 19, which is sliorter than the contact strip 37 to restrict the speed to say twelve miles'per hour or less, conductor 50, contact 18, switch 4:3, niagnet4 l, conductor switch held closed, conductor 4:7 and conductor The vehicle can then proceed below the maximum danger speed, the hrush 16 sliding upwardly on the strip 1-9, and if such speed is exceeded, the brush 16 is removed from the stripei), which will not only. deeneroize the niagnet ll' and apply the brakes, but which will also deenergive the magnet 441., letting the switch drop awayttroin the contact -18. I This will open the circuit through the contact strip 4-9, thereby keeping thelbrakes applied uh til the train is again brought to a stop to return the brush '16 against the contact 4.0,in which event the switch 43' is again lifted into connection with the contact 48 so that thevehicle can proceed again under danger peed control. A stop will be enforced, however, whenever the danger speed is exceeded under these conditions.

The governor 17 is preferably arranged in full view of the engineer so that he may see same while operating, to be assured that the governor is in. working condition when the train is moving, or other protective measures can be employed.

The danger speed control prevails whenever the switch 22. s opened, compelling the completion ot the circuit of the magnet by way of either the contact 4-0 or contact strip -19, the path for the current through the conductors 18 and 38 being cut otl'.v

The speed permitted under danger conditions is suliiciently slow to enable a quick stop to be made, but the train can proceed, should the apparatus be out of commission or other contingency exist, for otherwise the train m ght be locked against any ad vance movement with the brakes set.

C'Zearing denies. V v

magnets and the respective switches 28 and 29. 7

The clearing switch 52 shunts the switches 28 and 29, so that the magnets 30 and .81

can be energized, providing the switch seg ments 32 and 35 engage the respective contacts and 26.

Thus, with the switch 52 closed, the clearing circuit of the magnetZ-SO includes the generator it, conductor 27, disk 24, segment 32,

contact 25, conductor 33, magnet 30, corre sponding conductor 54: and cont-act 53, switch 52, and conductor '34, but if the switch segment 32 is removed i'rom the contact 25,'the magnetwill not be reenergized.

The. clearing circuitot the magnet 31 includes the generator 14, conductor 27, disk 24, segment 35, contact 26, conductor 36, :magnetfil, corresponding.conductor 54 and contact switch 52, and conductorSt, re-

quiring the segment to be. in engagement with the contact 26. o

The switch 52 is closed before either segment or 35 leaves its contact 25 or 26, respectively.- when the disk 24t'is turned in one direction, by a lug 5-5 which turns with said cisk, but the big in engaging the switch during the turning movement of the disk in the opposite direction, Will not close said Responsive device.

{he responsive trip device 23 is operated from the track element or device, and the disk 24 is mounted on a shaft 58 from which a tiip member or arm 56 depends, and said pendant arm 56 is capable of swinging torwardly and rcarwardly about the transverse axis of the shaft The lower end of the member or arm 56 has a T-head 59 to contact with the tripper or tripping member of the track device.

The disk of the responsive device is housed "ithin a casing 60 at one side of apartition 61 in said casing through which the shaft 58 is journated. Said casing is secured to or suspended from the locomotive or vehicle in any suitable manner.

The contacts and 26 are mounted in the casing 60, the contact 26 only being shown in Fig. 7, but the mounting of both contacts being the same. As shown.,th.e contact 26 is slidably mounted in a guide 62 of insulating material, and ti e contact is flanged to limit the inward movement thereofwhen the segment 35is removed from the contact so that the segment can return into proper engagement with the contact. A coiled spring 63 is confined between the contact and a binding post 64 secured through a plug 65 of insulating material which is screwed into the casing 60 to retain the guide 62 in place. The wire or conductor is connected to the binding post 64. in electrical connection with the contact 26, and the disk 24 can be grounded for connection with the conductor 27 leading-to the generator, as seen in Fig. l.

' In order to yieidingly' move the disk 24 and trip arm 56 to normal intermediate or neutral position, the collar 66 is secured on the shaft 58 at that side of the partition 61 opposite to the disk 24-, and has oppositely extending arms with which coiled springs 68 are connected, and said springs are anchoredto adjusting screws 69 for regulat- .ii1g'the tension of the springs. The screws 69 are i'nounted vinextensions 70 ot the easing 60. Such springs in contracting will turn the shaft 58 tointz t rmediate position, and said shaft can turn in either direction.

The shaft 58 and armhh ar hollow or tubular, and saidsha it has an opening 71' tor, admitting air :troin a branch 72 of the brake pipe or trainline which is connected to the. casing 60, whereby should the arm 56 be broken off, the can escape from the brake pipeto apply the brakes.

The lug 55 iscarried by thecollar 66, and

the clearing switch- 52 is mounted inthe'casing; 60 many suitable manner.- l

The controlling switch of the responsive tance, the lug trips and closes the clean ing switch and when the arm 56 is swung through a larger angle, the segment 32 is removed from the contact 25 to open the circuit of the magnet 30; whereas it the arm is swung still further the segment 85 is removed from the contact 26, thereby breaking the circuit 01'? the magnet 81.

Track device.

The track device {or controlling the responsive vehicle-carried device constitutes tripping means for tripping the arm or member 56 of the vehicle device, and for swinging said arm through .dijl'lerent angles for obti-iining different controlling conditions accordingly.

'lhe track device includes a tripper or tripping member 73 slidable through the top of a casing 74 which [its the outer side of: a rail of the track, and said casing is fastened bybolts 7,5 or otherwiserto the rail, thereby associating the track device directly with the rail; The tripper 73 is adapted to be projected upwardly into the path of the arm 1 .56 fortripping said; arm an amount corre sponding to'theheightto which the tripper is raised, and said tripper is raised by the weight of the locomotive or vehicle so as to assure ()i positive action, without. interference. y r

Theactuating means for the tripper 73 includes a plunger 76 slidable through the top ofthe casing 74 in advance of the tripper 73, and the lowerend or stem of the plunger 7 6 is slidab-le in a guide 77 secured to the bottom of the casing. A lever 7 8 has one arm pivotally connected with the plunger 76, and said lever is fulcrumed within the casing. Thus, the lever 78 is mounted on a shaft 79 which is journaled in the back of the casing 74 and a bearing 80 secured in the casing in front of the lever. A link 81 has its upper end pivotally connected, as at 89, to the other arm of the lever 78, and said link extends through an opening 83 in the bottom of the casing73, and has its lower end pivotally connected with a lever 84 between the ends of said lever 84. The lever 84 is housed wil'hina sub-casing 85 secured to the bottom of the casing 74 and arranged to go between two of the ties. The lever 84 is fulcrumed, at one end, as at 86, to one wall of the subwasing 85. There is an operative connection between the lever and tripper 73 providing, or the lifting oi the tripper. to different heights, according to track conditions, although the lever 84 is op erated the same amount eacht-ime that the plunger 76 is depressed.

The tripper 78 has a stem 87 extending downwardly therefrom and slidable through an upstanding guide 88 secured to the bottom casing 73, and said stem has a plate 89 at its lower end disposed between a pair of plates 90 and 91 which have outstanding studs 92 at their opposite sides engaged by the forked end 93 of the lever 84, whereby the plates 90 and 91 areslid vertically when the lever 84 is oscillated. The plate 89 is disposed slidably between the plates 90 and 91, and pins 94 extend through theplate 89 and work in vertical slots 95 provided in the plates 90 and 91, whereby when the lever 84 is moved downwardly, the plates 90 and 91 striking the pins 94 at the upper ends of the slots 95 will depress thetripper 73.

i In order to raise the tripper 'TSto diilerent positions, a pair of dogs 96 and 97 is provided, and said dogs are seated for swinging movement in. recesses 98 in the Plate 91, whereby said dogs, when released, will fall by gravity against the plate 89 which has a notch or shoulder 99. to beyengaged by said dogs. The dog 97, is of shorter length than the dog 96, to provide for a lost motion between the plates 89 and 9091. Thus, when the dog 96 drops into the notch 99, the plate 89. and tripper 7 3 are raised to the maximum height when the plates 90and 91 are raised, whereas when the dog 96 is held retracted and the dog 97 drops into the notch 99, the plates 90-91 will raise a short distance before the plate89 israised by the dog 97 and the tripper 73 is therefore raised to less height. If both dogs96 and 97 are held re- 'orhighest raised position of the tripper provides for danger conditions.

The dogs 96 and 97 are under the control of the wayside signal apparatus (not shown), and, for this purpose, armatures 100 are pivotally connectedto the upper end of the plate 91 and are suspended to swing by gravity tow'ardthe plate 89 to assist in movingthe dogs into engagement with the plate 89. The armatures 100 are connected by links101with the dogs, and the armatures 100 are under control ofthe res Jectivo electromagnets 102 and-103 mounts: ilrthe sub Hil , is in a circuit of the wayside signal apparatus whereby when the semaphore is at danger, the circuit of the. magnet 103 is opened to release the dog 96. Should either magnet become ueenergized by the accidental breaking or'shortening of its circuit, the corresponding dog will be released, so that the track device is on the normal safety principle. I

In order toprevent the tripper 73 from being thrown upwardly higher than intended,'a ball or otherdet'ent 10% is slidable in the casing and is pressed by a spring against the plate 89, and said plate has notches 106 for the engagement of said ball in the different raised positions of the plate 89 and tripper. The ball 104 does not interfere with the intended motion of the tripper, but, in snapping into the notches 106 will prevent the tripper from being thrown upw rdly further than intended.

The plunger 76 is depressed when the locomotive or vehicle passes the trackdevice, so as to raise the tripper 73. This is accomplished by a wheel 107 of the locomotive or vehicle which has its tread or-rim extended, as at 108, either by attaching an extension to the wheel. or'by providing it with an extra wide rim. The tripper 78 and plunger 76 are spaced sufficiently far from the rail so that the ordinary wheels do not pass over said tripper and plunger, but the extension 108 of the wheel 107 passes over the tripper and plunger, and depresses the plunger,-thereby compelling the track deviceto operate under the weight of the locomotive or vehicle. The pressure on the plunger 76 is therefore sufficiently great to compel the track device to operate, and the workin oarts of the trackdevice are sufiiciently rugged and substantial so as to operate without failure. The plunger 76 can also be depressed by a shoe which rides on.

the rail, in the same manner that the plunger is depressed by the wheel 107, and said wheel 107 can be taken to represent a shoe of circular or other form.

Therefore, whenever the wheel or shoe 1.07 passes the track device, it will positively depress the plunger 76 for raising the tripper 78, and the responsive device of the vehicle is located sufficiently far behind the wheel 107 so that the tripper 73 is raised in front of the armv 56. 1

After the responsive device has passed the tripper 78, the tripper is retracted and the plunger 76 raised. Thisis accomplished, as shown, by arestoring plunger 109 which is slidable through the top of the casing 74:

adjacent to the rail, and the plunger 109 is engaged with the pivot 82 between the lever '78 and link '81, whereby the setting plunger 76 and restoring plunger 109 move in opposite directions. Thus, when'the' setting plunger 76 isdepressed, the plunger 109 is raised, and the plunger 109 is in the path of the' ordinary wheels, so that the wheel which follows in rear of the responsive device will pass over and depress the plunger 109, thereby depressing the lever 84 and retracting the tripper 73, as well as raising the plunger 7 6; Packing 110 is disposed in the top ofthe casing 74 around the plungers and tripper, to exclude water, moisture and other foreign matter from the casing. The casing has a partition 111 between the lever 78 and tripper 73, and the bottom of the casing 74 has drain apertures 112 for each chamber, in order that anywater or moisture in the easing drain out. The guide 88 prevents anywater in the casing 74 from draining down along the stem 87 into" the sub-casing 85, and the tripper 73 has an apron 113 depending therefrom and slidable on the guide 88 to ex'clude Water andmoisture from the casing 85. The bottom of the casing 7 4; has a raised portion 114 surrounding the opening 83,to prevent water from draining down through the opening 83. The casings 7 1 and 85V havethe removable walls 115 and 116, respectively, for obtaining access to the interior parts. i

7 Operation.

Clea i conditions-iith the train proceeding under clear-conditions between or beyond the control stations, the normal running circuit is closedso as to keep the mag net 15 energized, such circuit including the generator 1 1, magnet 15, brush 16, conductor 18, switch 20, conductor 21, switch 22, and conductor 27. The magnet 80 is kept ener ized to hold the switches 28 and 20 closed, by being in'cludedin the circuit including the generator 1 1, conductor 27, disk 2 1', segment 32, contact 25, conductor 83, 'magnetSO, switch 28 and conductor 84. The

ma net 81 is he t ener ized to hold the i c: h

switches 29 and 22 closed, by being in the circuit including the generator 1&, conductor 27, disk 2-1, segment 85, contact 26, conductor 36,- magnet 81, switch 29 and conductor 3 1. 1

' Under'clear track conditions, the magnets 102 and 108 are bothenergized so as to hold the" dogs 96 and 97 retracted fronr the plate i Now, when passing the control station, with the tripper 73 and plunger 109 down in retracted position, and the plunger 76 raised. the wheel 107 passes over the tripper and plungers, and the extension 108 of the wheel passing over the plunger 76 will depress said plunger, so as to forcibly raise the plates 9091. The plate 89 and tripper 73 are raised by the contact of the plates 9-()-%9l With thepins 94, thereby raising the tripper the n'1inimuni amount to clearing or speed control terminating position. The rm G strikes thetripper'73 and is swung through a small angle in passing over the .tripper, and the disk 2% is not turned slithciently to remove either segment from its contact, but the movement is sufiicient to enable the lug to trip and close 'the cle'aring switch 52 for an instant,;vvhich Will terminate the speed control, it it es'ists, as will hereinafter more fully appear. Then, when the arm 56 has aassed the tripper'73, one of the Wheels 'ioiloivi'ng in rear of the arm in passing over the plunger 10 9, vvill aepress said plunger, thereby retracting the tripper 73 andraising the plunger The rack device is thus automatically reset after being set by the ivheel 107, and the "trippe'r 73 and plunger 109 are norn ially retracted below the horizontal plane of 'the. tread of the rail. The plunger'76 is the only 'gpart that projects upwardly above 'such p'lane, but it will notconstitute an objectionableobstruction. y I. i i

It is also to be noted that the-track device being setby the depression of the plunger 76 under the weight ofthe "lo-come tive or vehicle, will cause "the tripp'er73 to be raised or projected xvi'thfgreat force, so that it Will break throughice, snow "or other matter that may have accumulated on the casing 74, and the operation of thetripingdevice will not'be interfered with." Fun thermore, the Wheel 10?, and other jvvhe'els of the train, will serve "to clear'the pauper the trip arm56, so that said Will not be interfered with by ice,snovv, brother obstacles. i

Caution 00mZit2 0ns.Under caution track conditions, the magnet 103 is deenergized,

and the magnet 102 remains energized, so

that the dog 96 is retracted While the dog 9'? drops into the n'otch 99 ottheplate 89.

Then, when the vehicle passes the tripping device, so that the Wheel 107 depresses the plunger 76, the plate 8 9 and tripper 73 are raised by the dog 97, so that the tripper is lifted to its second or caution position. In this position, the tripper is slightly higher up than When in clearing position. Consequently, when the arm 561388868 over the tripper 73, said arm is swung through i a sufficiently large angle to remove the segment 82 from the contact 25, andthe-tripper T3 and plunger 76 are then restored by the depression of the'plungerflOi) by one of the Wheels following in rear of the arm 56.

The arm 56, after :passing the tripper, is re'turnedto normal intermediate position,

- by the springs 68, but the .plungerTG is not raised until the arm 56 has passed said 3l11n 'e'1'76. In other words the ermine b D ment is such thatthe plunger 71 09 is not depressed to raise the plunger 7 6 until the trip device on the vehicle has moved past the plunger 76, for otherwise 'thear'm 56 might be tripped by the plunger'76, which Woulclbe objectionable, but this cannot'ha pen with the arrangement as stated.

The removal otthe seginent32 for an instant from the contact 25 will immediately deenergize the magnet30, fby opening the circuit otsaid magneh to release the switch 28, so that the switches 20 andQSare opened, thereby opening the normal running-circuit attire switch 20 and establishing the caution speed control circuit. TllB-SVYltCll 28 rema ns;

open sopthat the anagnet 3t) remains deenergized during caution CQIIClltlQIlS.

energized so that thetraincansproceed under caution speed but ;not ahove such speed.-

hould the speed allotted be ,e ceeded, the brush '16 being removed from the strip 37 will imi'nediate'ly open jthe circuit of the magnet .15 and apply the brakes, thereby compelling 'obedieneefito the caution -conditions.

Gnution speed control'is continued'through the block, after passing the ,control station set for Fcaution conditions, *and when the magnet 30 has been deenergized, the switches 20 and 28 Will'remain opennntil the vehicle passes a tri-p'pingdeviceset for cjlear-conditions, as willhereinatter more fully appear. Danger conditions.NVhen danger track conditions exist, the magnet 102 is deenergized,-and the magnet 108 is also preferably I deenei'gized.

, Thecautionspeed control eircuit includes the generator 14, magnet 15, brush 16, con- Thus, When the train passes the control station, the depression 'of the plunger 76 by the "Wheel '10? 'WlllfIGSUlt in the plate 89 and tripper 73 being raised by'themlog 96 which hasdropped into the notch 99, andthe tripper is therefore raised toits highest or dangertposition. lhe arm 56 Willtherefore be swung the mammum amount'm passingover the tripper 73,thereby removing the segment 35 "from the contactQG as f-Well as 'r'em'oving the segment 32 from the contact 25. This will immediately deene'rgize the magnet 31 by opening the circuit thereof, to :release the switches 22 and 29, so that :they drop 'open. tinne the danger speed'control until termi- S'aid switches remain open to connated by a clearing action.

The danger speed control circuit is'established by the opening-0t thecircuit ot'the magnet 31, and, such circuit includesv the generator lei, magnet '15, brush 16, contact 40. conductor 41, magnet -l--l-., conductor switch L6, conductor ti and conductor 2?. Two requirements are therefore necessary. First, the'train must be brought to a stop in order that the brush 16 will engage the contact 4:0, and, second, the engineer or motorinan must close the switchdti, before the brakes will be released, after the switch 22 has been opened by the danger impulse or signal. It will be noted that the switch 22 is disposed in the normal running and cantion speed circuits, requiring the'completion or the circuit of the magnet 15, under danger conditions, through the switch 46 and conductor 4L7. VJhen the train has beenbrought to a stop and the switch 46 is closed, said preliminary danger speed control circuit is closed, thereby energizing the magnet 15, to release the brakes, and the magnet l l is also energized to raise the switch against the-contact l8,thereby changing the circuit connections to include the danger contact strip 4-9. As a result, the train can proceed under restricted danger speed, as long as the brush 16 remains on the strip 49, but when proceeding under danger conditions, the engineer or operator must keep the switch 46 closed, so as to assure that he is alert. It the permissible danger speed is exceeded, the brush 16 being removed from the strip 49 will deenergize the magnet to apply the brakes, and the magnet being deenergized will let the switch l3 drop, thereby disconnecting the strip 49 from the circuit so that the train must again be brought to a stop before it can proceed further, as before. The danger speed thus enforced, with a penalty in stopping the train it the speed is exceeded.

Speed control termination.

retracted. so that the tripper 73 is only raised the minimum amount, the arm 56 is swung to close the switch 52, without removing the segments 32 and 35 from their contacts. Now. it the segn'ients remain in engagement with the contacts, then a clearing action will take placeto reen ize the magnets and 31 for reest-ablisl'iing clear conditions. The

switch 52 being closed will'establisha clearing circuit including the generator 14c, conductor 2?, disk 24, segment 82, contact 25, conductor 38, magnet 30, corresponding conductor 54 and contact 53, switch 52, and conductor 34, so that the magnet 30 is energized to raise the switch 28 and restore the caution relay to normal position. However, the segment 32 must remain in engage.- ment with the contact 25, and it the arm 56 is swung to caution or danger position, then the clearing circuit is broken at the same time that the normal circuit of them'ag'net 30 is broken, preventing the reenergizati'on of said magnet. Consequently the magnet 30 must be de'energized under cautionconditions, or it caution or danger conditions exist in the track equipment, said magnet 30 cannot be reenerg'ized. Another clearing circuit includes the generator lt, conductor 2?, disk 24, segn'ien-t 35, contact 26, conductor 36, magnet 31,- corre'sponding conductor 54: and contact 53, switch '52 and con. ductor at, to reene'rgize the magnet 31,1 and raise the switches 22 and 29. However, the segment must remain in engagei'nent with the contact 26, and it the arm 56 is tripped to danger position, the segment 35 being removed from the contact 26 will prevent the magnet 31 from being 'reenergized.

accordingly, it the arm 56 is tripped by the tripper 73 with the tripper in clear position, theclearing circuits of the magnets 30- and 31'are closed, so as to restore clear c-on ditions 1n the vehicle equipment. Should the tripper 73 be 1n caution pOSltlOn, ul-

though the switch 52 is closed, *th'esegment 32 is removed from the contact 25, thereby breaking the circuit of the magnet 30 so that said magnet will remain deenergized after passing the control station. However, it'the'train is proceeding under danger speed control when passing the track device, with the track device set tor=caution, so that the segment 32 is removed from the contact '25, whereas the segment 35 remains in engage ment with the contact 26, the circuit dft'he magnet 30 is broken, but the clearingcircuit of the magnet 31 is completed by way of the switch 52 nd segment Themagnet 51 will therefore be reenergized to ter- Inmate danger speed controh'but the magnet 30 being deenergized will enforce caution speed control. The switches 20 and 28 are therefore raised, so that the train can proceed under caution speed control. This enables the speed of the train 'to be increased from dan er speed to caution speed, to avoid unnecessary retarded speed in a caution block after travelling in a dangerblock.

Reverse travel responsive devices.

F 9 illustrates a pair of trip devices to be disposed at opposite sides of the locomovtacts 25' and 26.

tive or vehicle, to take care of the travel of the vehicle in either direction, either for the purpose of enabling the vehicle to travel with either end forward, or to make provisionfor single track tratiic in opposite directions, in which event the tracl: devices are disposed at opposite sides ot the track in reversed positions, as will be apparent.

The disks 2a and 24E of the two responsive trip devices turn with the pendant trip arms 56 and 56', res eectively, and the CliSlZ 241- has the segments 3 and 85 while the disk Q-i has the segments 82 and 85. Said segments are insulated from the disks, and the contacts 25, 26, 25 and 26 engage the respective segments 32, 35, 32 and The segments of the two devices arein reversed positions, whereby the circuits are only broken by the segments 32 and 35 when the arm 56 is swung in the direction of the arductor 36 leading from the magnet 31 is connected to the contact 26. The segments 32 and 32 are connected by conductor 2 3, and the segments 35 and 35 are connected by a conductor 36. The contacts 25 and .26 are connected to the conductor 27 leading to the generator, so that the caution and danger segments are connected in series respectively. Each device has a clearing switch 52 operated by the movement of the corresponding arm in the proper direction, it being understood that the two responsive devices arein reversed positions, so that one is operative when the vehicle moves in one direction and the other responsive device is operative when the vehicle moves in the op posite direction. a i

Supposing the vehicle to be moving toward the right, as seen in Fig. 9, then the lower trip device would be operative, and should the arm 56 be swung toward the left, the circuits would not be broken at the con- However, should the arm 56 be swung toward .the left, clear, caution and danger conditions can be established according to the amount of movement of the arm, as hereinbefore explained. It the segment 32 is removed from the contact 25,

. then caution conditions are established in the same manner as herembefore described,

and if the segment 35 is removed from the contact 26 then danger conditions are established.

Now, assuming that the vehicle is turned around end for end,then the arm 56 would be the one to be operated inthe same direcremoving the segment 35 fromthe Contact 26 for caution and danger conditions, re-,

spectively.

lhe two responsive devices also tame tale oftratlic in opposite directions on a single track, wherein the track is provided with tripping devices at opposite sides. Thus, the arm 56, when travelling toward the right, as seen in Fig. 9, would operate the segments 32 and 35 for establishing caution or danger conditions according to the track devices, and the swinging oi the arm 56' would have no eliect. However, if the vehicle is travelling in the opposite direction, then the swinging oi the arm 56 toward the right, with the train travelling toward the left, will result in the segments 32 and 35 being removedfrom their contacts by the track devices, for establishing caution or danger conditions, and the movement of the arm 56 toward the right would have no ell ect. i V

Travel in reverse or op'posite directions is thus taken care otby the two responsive devices, without using a reversing;control, ler or switch, and without requiring the manual or automatic setting of a device for the purpose of taking care verse directions.

Modifications.

Figs. 10 and 11 illustrate a modified form of tripping device, inwhiclrtheresetting plunger 109 is eliminated, by disposing the tripper 73 closely adjacent to the rail, and the arm 56 is also arranged more nearly over the rail. vice and also enables the arm 56 to be more nearly over the rail soas tobe better protected from interference. With this arrange ment, the trlpper 73 israised in front of the arm 56 by the depression of the plunger 76, for swinging the arm 56 an amountaccording to the heightto which the tri pper is raised, and after the arm 56 has passed the tripper 73, a wheel following in rear will pass over the tripper 7S and depress same, thereby restoring the track device and raising the plunger76. With this arrange ment, the plunger 76 is also out of the path of the arm 56, so that the plunger 76 can be raised before the arm 56 passes said plunger.

As seen in Fig, 11, the tripper 73 and of travel in re- Thissimplifies the track dedogs 96.

caution position, so that the dogs can be of the same length. 7 a

Fig. 12 illustrates diagrammaticallyv a pneumatic trip device that can be used on the vehicle in lieu of an electrical trip device. Such pneumatic device comprises a valve 24 mounted to turnin a casing 35", and said valve turns with the trip arm 56". Pipes 83. and 36 are connected to the cas- "ing, and the pipe 33 leads from a suitable pneumatic'device to establish caution cond1-- tions when the air escapes from said device while the pipe 36 leads from a suitable pneumatic device for establishing danger conditions when the air escapes from said device. The casing 35 has an air discharge port 27" and the valve 24 has a passage 32" which communicates with said port 27".

'A' lug movable with the valve 24 is arranged to trip" a lever 52 in one direction of movement of the valve 24 and arm 56 so as to operate a valve 53 for terminating caution speed control if the passage 32 is not moved into registration-with either the pipe 3301' the pipe 36". It the arm 56 and valve 2% are movedturthe-r, the passage 32 is brought into registration with the pipe 33", thereby letting the air escape from said pipe to establish-caution conditions, and 7 if the valve is moved still further, the passage 32 is brought into registration with the pipe -36 thereby letting the air escape from the pipe to establish danger conditions.

A doantages.

I Theadvantages and salient features ofthe present apparatus are as follows:

1. No track or wayside current is required for operating the track device or energizing the responsive device, thus providing for QC'OHOHIY.

2. There are no clearance, problems involved, the control elements or devices being associated with the rail.

1 3. There are no objectionable obstructions on the track or vehicle.

- icate sensitlve responsive devices sub ect to insulated joints.

4. There are no isolated 5. There are no induction problems or delinterference by magnetic objects on the track, stray currents, etc. v

6. There can be no interference with the operation by ice, snow, sleet, rain or the like.

rail sections orus has the ad aptal. ions and requn" v Chile-rent methods o'f-imiallasociated with the rail, affording protection against damage or false operations, and-providing predetermined clearances.

9. llormal closed circuit control of the track device is p'ovidcd resulting in caution or danger conditions ii the traclrcircuit are.

broken intentionally or accidentally.

10. A reliable mechanical contact trip device is provided. V i

11. One tripping device or element for di'l'lerent conditions, providingv for simplicity.

152. Rugged construction of tripping device on the track to be operated. positively and effectively by the weight of the locoinotive or car for refable operation or the resp'onsive device. V r 13;,Therc is no possibility oi thc traclt device sticking, catching or failing to operate as intended.

14-. Travel in opposite directions is taken care of by responsive and'control devices at opposite sides of the track, without using a reversing controller or switch.

.'15. An alert device is. provided requiring the engineer to be alert when proceeding under danger. conditions, so that he may manually bring the train to a stop quickly it necessary, vwhereas it he is .notalert or performing his duty a compulsory stop will be made. l6. The speedcontrolfeatures and desirable.

laying thus described the invention, what is claimed asnew is 1 1. Vehicle controlling apparatus comprising the combination with the rails of a track, and a vehicle having wheels travelling on saidrails, with one wheel provided with an are simple extended rim, of a tripper mounted on the track, a trip membercarried by the vehicle to be tripped by said tripper in one posit-ion of said tripper, and actuatlng means operably connected with the trlpper and arranged .to be operated by said extended rim for -movmg the tripper to said position, and

located out of the path of the other wheels.

2. Vehicle controlling apparatus 7 comprising in combination with the rails of a track and a vehicle having wheels travelling on said rails, with one wheel provided with an xtended rim, ota plunger mounted on the extended rim, tripper operably connected 'with said plunger to be'movcdto tripping positionthereby, and mechanism carried by the vehicle including a trip member to. be

tripped by tripper.

3.1 s tripping device including a tripper track arranged to be actuated only bysa-id tive position, and means controlling said do for tripping a vehicle carried member, actuating means, and controlled means for connecting the actuating means and tripper for moving the tripper to different positions by the operation of the actuating means.

4;. A. tripping device including a tripper tor tripping a vehicle carried member, vehicle actuated means, and controlled means for connecting the vehicle actuated means and tripper to position the tripper at diflerent positions when actuated by said vehicle actuated means.

5. A tripping device including a tripper, actuating means, and controlled means for connecting the tripper with the actuating means for the movement of the tripper to different positions by the operation otsaid actuating means.

6. A tripping device including a tripper for tripping a vehicle carried member, actuating means, and a plurality of controlled members for connecting the tripper with said means for the movement of the tripper to different positions by the operation said means. a

7. A tripping device comprising a tripper for tripping a vehicle carried member, actuating means, a plurality of dogs for connecting the tripper with said means to move the tripper to difierent positions, and independent controlling means for said dogs.

8. A tripping device comprising a tripper.-

for tripping a vehicle carried member, actuating means, a plurality of dogs operable,

when released, for connecting the tripper and actuating means torthe 'movementot the tripper to difierent positions. and electromagnetic means controlling said dogs when said electromagnetic means are energized to disconnect said tripper and actuating means.

9. Avtripping device comprising a tripper for tripping a vehicle carried member. actuating means operably connected with the tripper for movingthe tripper to a predetermined position, and controlled means between said tripper and actuating means oper able for moving said tripper to another position when said actuating means is operated.

10. A tripping device comprising a tripper,

actuating means having an operative connection with the tripper for moving the-tripper a minimum amount with some lostmotion, and controlled means for connectlng the tripper with said means for the movement of the tripper by said means with less lost motion, to move the tripper further. 1

11. A tripping device comprising a tripper, actuating means operatively connected with the tripper formoving the tripper a minimum amount, a dog to connect the'tripper and said means for moving the tripper a further distance when the dog is in operawhen tripped by said tripper, means for establishing a vehicle retarding condition when said member is moved a predetermined amount, and means for eliminating such condition'when said member is moved less than such amount.

13. Vehicle controlling apparatus embodying a tripper on the track movable to dit' ferent positions, a vehicle carried trip memberarranged to be tripped todifierent positions by the tripper, means'tor establishinga caution condition when said member, is

moved a predetermined amount, means forestablishing a danger condition-when said member is moved a further amount, and

amount than thatfirst stated. p 14. Vehicle controlling apparatusembodying a tripper on the track movable to differmeans for eliminating either orboth of said 5 conditlons when sald member is moved aless ent positions, a vehicle carriedtrip member adapted to be tripped to difli'erentpositions by the tripper,.an electrical control device, means for breaking the'circuit of said device when said member 1s moved a predetermined amount, and means for reestablishing the clrcuit of sa d devicewhen said member is moved a less amount.

15. Vehicle controlling apparatus embodying a tripper on the track movable to different positions, a vehicle carried trip member adapted to be tripped to different positions by the tripper, an electrical caution device,

I an electrical danger device,means for breaking the circuit of the caution device when the trip member is moved a predetermined amount, and means for breaking the circuit or the danger device when thewtrip is moved a further amount. V

16. Vehicle controlling apparatus embodying a tripper on the track movable to different positions, a vehicle carried trip member adapted to be tripped to different positions 7 by the tripper, an electrical caution device,

an electrical danger device, means for break mg the circuit of the 0311131011 device when the trip member is moved a predetermined amount, means for breaklng thec1rcu1t of member thedanger device when the tripinember is.

moved a turther amount, and meansfor reestablishing the circuits. of saiddevices when said member islmoved-a less distance thanthatfirst stated.

17. In a vehicle controlling apparatus, a pair of responsive trlp ClOVICGS to be carried by a vehicle, and electrical switches operated by said devices for controlling electrical vehicle controlling means, one devicebeing operable in one direction longitudinally of the track and theopposite device being oper- V able in the other direction, the switches of the two devices being reversed.

18. Vehicle controlling apparatus embodying the combination with the rails of a track 5 and a vehicle having Wheels travelling on the track, of an extended rim on one of said Wheels, and controlling means having an actuating member mounted on the track and arranged to be operated only by said extended rim. I 10 In testimony whereof I hereunto aflix my signature.

ALFRED L. RUTHVEN. 

